9krpmrx8

iTrader: (46)

Why did you do that?

200.mph

iTrader: (9)

he lives his life a tokyo drift at a time

logalinipoo

My old button was flaking chrome and looked like ****. I put the spring back. It operates like normal.

logalinipoo

Its been a little while. For a update the holidays were hectic a aunt passed away and i went home a week then my brother in laws family came for a week and my parents for a week then the father in law. Now I'm scrambling for all the work i can and wont be spending much money until the oilfield turns around. im trying to stay ahead of the game. Who knows how long it will be down. Here is my intake recirc tube. I don't know if it makes a difference but its a full 1.25" id compared to most are 1". Ideally it should flow quite a bit more and keep the turbo spooled higher. Im running the synapse dv valve in push configuration. It is turned way down so at the smallest amount of difference between the uim and front of the throttle plate it opens. I also have it set to recirc through the intercooler not before it.

logalinipoo

Intake in place.behind the front bumper.

logalinipoo

Afr and egt

Brettus

iTrader: (2)

EGT .... sweet !

If you haven't got screen/honeycomb between maf and filter you may get some erractic maf readings

logalinipoo

Yes sir it is in there already. The egt is just on the rear rotor, but i figure that one runs hotter and seams to be the normal failure point.

logalinipoo

I finally got the iat wired. And found my leak in to my waste gate. So now I'm developing 4 psi max and feel pretty safe driving it.

Legot

iTrader: (1)

Since I don't know anything about FI, what's about the maximum PSI that's possible on a setup like this (assuming no leaks and ignoring what the engine can handle)? Is it limited by the turbo itself, or the exhaust to intake volume ratio or what?

logalinipoo

Well fuel alone limits you probably around 15 PSI, and just about that time you need a little better engine internals and better fuel and or water/ alcohol injection to reduce detination.

It's kind of a few things combined and I'm still learning a lot myself also.

logalinipoo

on to the tuning.

OMP raised by 30% across the board. Anything over 60 was brought down to 60. On the bottom end 5 replaced all my 3's. on both load and throttle based maps.

Calc load max from 1500 up is 2.0
Barameter is set to 1.25 across the board.
IAT, anything below 1 was brought up to 1.

On the fuel VE table I set anything above 1 Load to 1.0 and on the upper end of the rpm range I brought the low numbers up to 1 since I figure they'll be getting a little extra air from porting and the turbo.

VFAD disabed at 10K

SSV locked in at 5000. This is only to start. So the secondary can not open and I can do low load logging to test the primary injectors.


Fan temps lowered.

Rev limiter set to 5K so I can not get into boost by accident.

I've greatly reduced timing, both lead and trailing equally over load levels of 0.88

I've copied bank 2 size and secondary latency to the bank 1 and primary.(yellows installed in Primary's).

I have much bigger injectors in the secondary and P2's but I have not adjusted their size so if they kick in they are over injecting.

Then scalled my Air/fuel maps from 0 to 2.5 Load. Idle range is 14.7AFR,

0.75 load and 5K= 14 AFR
0.88 Load and the higher rpm at lower load = 13.5 AFR
1.00 Load 13 AFR
1.13 Load 12.5 AFR
1.25 Load 12 AFR
1.38 Load 11 AFR
1.50 Load 10 AFR.

I did this on all air fuel gear maps.

9krpmrx8

iTrader: (46)

You have a strange process for tuning.

logalinipoo

I logged Idle and adjusted the MAF down to 1-2 Fuel trims.

Then

1-4th gears in 500 rpm incriments from 1500-4500 RPM.
In 5th and 6th gear I did not get to the upper rpms due to max speed.
Get to speed on a road with a nice little incline but it was steady and straight. I'd set the speed then wait about 20 seconds and pull a log of 30 seconds. on every one of them my COMBINED fuel trims is no more than 2-3 and they are really consistant.

Now to bump my rev limiter to 6500 RPM, and drop the SSV to 4KRPM. Then do a few more logs in the 4500-6500 RPM range. I'll be looking for the secondary's kicking in. MY AFR should be really rich due to the injector scaling. If that works good then I'll flash in the secondary scaling and tweak them into accurate AFR's.

logalinipoo

why's that? Any recommendations? I've been following a lot of peoples tuning for a couple of years. I'm mostly going by kanes process.

9krpmrx8

iTrader: (46)

Why are you messing with the VE table before scaling your MAF, and why are you running yellows in the P1? And your P2's and others should be set up based on the Cobb formula. And I would not mess with the SSV, etc. yet.

9krpmrx8

iTrader: (46)

I think that was my problem though, taking advice from too many people and then we could not figure out what the problem was when I had issues. But Kanes process (he came and taught us) did get me a good drivable tune, I just had rich bogging issue that I could not get resolved even with help from a few tuners. Steve Kan figured it out on the dyno but doesn't reveal secrets,

logalinipoo

What the heck happoned to 8club. I had a big reply but it got lost.

VE table when in boost>1 Load should be set to 1 then adjusted as needed. Also. You loose some flow at high rpm and high load. So I bumped up stuff above 0.9 load only. With the turbo and porting that has changed. I did not adjust them until after I had tuned Idle and Bank 1.

Bank 2 can not come on unless the SSV is open. To make tuning Bank one easier. I locked bank 2 closed. Then I dropped it to 4000 so it is not opening at unpredictable rpm/loads. it open at a relatively set RPM.

As for injectors. Yellow in Bank 1 is to keep the scaling kind of close to Bank 2 and 3. I put in enough injectors to get 600 HP on ethanol. It's overkill. The real theory is I should never need to upgrade injectors. So that's one thing less that I'll have to retune. and I am not running my injectors at max duty cycle.

As for scaling. The normal cobb formula I've seen on here is completely wrong. I already tuned my injectors NA so I know what they are. Leaving them stock was safety. It would over fuel if they had to kick on. It also makes them very easy to see come on. When the AFR plummets they have kicked in.

The correct way to scale injectors is
Size in cc/min=Calculate the size at 3.9 Bar.
Latency=Miliseconds*1024

I was able to do that with my Deatchwerks 750 CC injectors and they were within 2%.

9krpmrx8

iTrader: (46)

Sonofabitch I lost a long post too, WTF.

9krpmrx8

iTrader: (46)

Anyway, I thought you were doing this and then scaling. I have never saw a need for more fuel on this setup or on others I have seen get tuned who have bigger turbos than me. I do plan to go E85 soon, but I will use ID's and the Adaptronic Select.

The Cobb formula is what I used and that is one thing that I could check that Steve did not change. I will have to look at my VE table (I can look at and edit his tune thankfully) and see what it looks like.

Williard

iTrader: (18)

Logan,

Very nice man..



Travis

Posted From RX8Club.com Android App

logalinipoo

Willard, Thanks. It's been a long process and still has a bit to go.

9K, The cobb formula is close, but it's still a bit off. Try the formula to calculate the bank 2 size from bank 1. Cobb says bank 1 is 290 and bank 2 is 390

(390/290)*369=496.24

When bank 2 is actually 476. it's about 4 percent off, the bigger your injectors the more off it will be, but it will get you close.

logalinipoo

Ugggh boost is addicting. And this car is fun to drive. Its soo hard to keep my foot out of it while tuning it. Especially when that turbo starts whistling.

So close but so far away.

9krpmrx8

iTrader: (46)

Yeah man, that is the struggle.

Arca_ex

iTrader: (10)

How much pressure you can push depends on where the turbo falls out of efficiency. It gets to a point that it's spinning so fast that the charge air temps start to climb dramatically and you stop making power. On a robust engine you can get to this point on a dyno where it stops making power even though you're adding boost, but with a Renesis it'll probably blow up before you get to that point.

PSI doesn't equal air flow though. For example a much larger turbo will make more power at the same pressure, and flow more air even though the boost gauge reads the same.